Self-propelled vehicle.



PATENTED OCT. 24, 1905.

E, Rn GILL.

SELF PROPELLBD VEHICLE.

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APPLIUATION FILED JAN. 2,1901

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E. R. GILL.

SELF PROPELLED VEHICLE.

APPLICATION FILED JAN.2,1901.

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UNITED STATES PATENT OFFICE.

SELF-PROPELLED VEHICLE.

Specification of Letters Patent.

Patented Oct. 24, 1905.

Application filed January 2, 1901. Serial No. 41,770.

To rtZZ whom it may concern.-

Be it known that I, EDWIN R. GILL, a citizen of the United States,residing in the city, county, and State of New York, have invented acertain new and useful Improvement in Self-Propelled Vehicles, of whichthe following is a specification.

The great majority of self-propelled vehicles in use hitherto employmore or less gearing between a motive device carried by the vehicle-bodyon the one hand and the driving-wheels on the other. Such gearing is anotorious source of noise, dirt, vibration, and expense for repairs. Inmy application for Letters Patent of the United States, Serial No.736,572, filed November 11, 1899, I have described an electric motor andwheel for automobiles which not only renders all gearing unnecessary,but presents other important practical advantages set forth in saidapplication. In an automobile of this type variations of running speedmust correspond to changes in the speed of the motor. here a number ofmotors can be used, as set forth in my application aforesaid, and wheredirectcurrent motors are employed, what is known as series multiplecontrol can be appropriately employed for producing changes of speed.The use of direct-current motors in this connection, while practicable,involves certain well-known objections which can be avoided ifalternatingcurrent motors are used. The use of alternating-currentmotors of all known types, however, has the great disadvantage that itdoes not admit of con siderable variations in speed at constant load orof load at constant speed or of simultaneous changes in both speed andload, which conditions are precisely those most necessary to be met in aself-propelled vehicle of ideal equipment.

My present invention involves the production of alternating-currentmotors of the induction type which shall be capable of meeting theconditions above named, particularly when changes in pole-grouping aredesired. My present invention covers a method and means of powertransformation and variable transmission wherein such motors are capableof being utilized to maximum advantage in automobiles and like devices.

Series-wound motors of the direct-current type have been well nighuniversally employed on self-propelled vehicles hitherto because of theadvantageous relations existing between speed and torque in such motors.In

series-wound motors the maximum torque is present on starting when nocounter-electromotive force is developed. The greatest ei'liciency ispresent at a speed corresponding to practically no current, while themaximum output of a given motor corresponds to a couliter-electromotiveforce of fifty per cent. of the impressed electromotive force. It hasbeen recognized that if alternating-current induction motors (andparticularly rotaryfield alternating-current motors) could beconstructed to exhibit these favorable characteristics of direct-currentseries-wound motors, a highly desirable motor would be produced. Mynovel method and means is designed to conform to this ideal.

My present invention is illustrated in the accompanying drawings,wherein Figure 1 is a side View, looking outward, of an automobile-wheelprovided with one form of my improved motor. Fig. 2 is a verticalsection of the same. Fig. 3 is a detail view of a portion of the inducedmember of the motor shown in Figs. 1 and 2. Fig. 4: is a sectionaldetail view of the winding as employed on the induced membeizof the samemotor. Fig. 5 is a side view illustrating a modified form of inducedmember and accompanying reactive body. Fig. 6 is a sectional viewshowing the winding on the induced member shown in Fig. 5. Fig. 7 showsin side View a quadrant of still another form of induced member. Fig. 8shows the other side of the same kind of induced member, ninety degreesthereof being shown. Fig. 9 is a sectional view of both inducing andinduced members of the form of motor illustrated in Figs. 7 and 8. Fig.10 illustrates in section still another form of motor employing reactivemasses on one or both sides of the induced member. Fig. 11 illustrates amodilied combination of carriage-wheel and attached motor andillustrates the entire automobile system in place upon a vehicle. Figs.12, 12 and 12 show in diagram the various electrical connectionsemployed for controlling the speed and direction of movement of thevehicle. Fig. 13 is a diagrammatic development of a preferred form ofcontroller for my improved propelling system, and Fig. 14 is a side viewof one form of controller appropriate in this connection.

In this specification and accompanying drawings I have everywhere shownand described rotary-field motors employing true polyphase currents. Itis to be understood,

however, that my improvement applies to a broader field than this andthat the motors herein shown and described are but types of what areknown as induction-motors, by which term I mean alternating-currentmotors wherein the operation depends wholly or in part upon the inducingof currents in one member by" changes .in magnetic conditions in theother member. Nevertheless, inasmuch as the peculiar advantages of myimprovement find their perfection in rotary -field polyphaseinduction-motors, I have chosen to confine the discussion of theory aswell as the description of construction herein to this specific type ofmotor. Hereinafter the two parts of the induction-motor will be referredto as armature and field-magnet, the former being understood to be theinduced and the latter the inducing member, whichever is assumed torotate.

Rotary-field induction-motors are run normally in the best practice withabout five per cent. slip. It has been found that sudden increase ofload brought upon a motor of this type running normally produces acorresponding decrease of torque, which often results in stoppage of themotor. This is due to the fact that the first decrease in speed due toincreased load greatly increases the induction and consequent current inthe coils of the armature, the result being a magnetic reaction ofarmature upon field-magnet which distorts the inducing-field, and soweakens the torque. For the same reason these motors can only be startedunder load by introducing such a re sistance at starting as will weakenthe armature-current and prevent damaging distortion ofthe'inducing-field of force. Devices have hitherto been employed for useof such resistances during starting and for cutting them out duringrunning, it being obvious that continual use of resistance greatlylessens the available output and efficiency of the motor. Such devicesare not expedient for my purposes, and, moreover, they entirely fail tomeet the objection first above mentionedviz., the stopping of the motoron sudden increase of load. Rotary field -motors, then, while exerting aproportional increase of induction as the slip increases, neverthelesslose in torque on slowing up, because the increased induction produces areaction similar to that exerted by the secondary of a converter, andthis reaction produces a lessened torque with increase of load, which isthe converse of the desired condition. It is the main advantage of mybroad invention that this hurtful armature reaction is practically doneaway with without appreciable increase in conductor resistance at highspeeds and by entirely automatic means preferably internal to the motor.Thus the increased inducing action primarily incident to increased slipis allowed to produce a torque, increasing with the load, and so insureconstant reliable running with varying loads. For this purpose I forcesome or all of the induced armature-current to pass through anappropriate magnetic field of high permeability, preferably presenting aclosed magnetic circuit. I prefer to accomplish this by surroundingprolongations of some or all of the armature-working conductors withiron laminated at right angles to the direction of the induced currentsin said prolongations. These iron masses and inclosed conductors thusform reactive devices or sources of counter electromotive force. Theyshould be outside of the controlling influence of the field-magnet, bywhich is meant influence of sufficient power to determine by ind uetionthe instantaneous direction of currents in portions of conductorsreached by said influence. These reactive devices, not being controlledby the primary or immediate influence of the field-magnet,should be soproportioned as to be capable of always opposing a reaction increasingwith the periodicity of the currents in the working conductors and theirprolongations. As this periodicity increases with the slip, itisevidentthat the greater the slip the greater the effect of thesereacting devices in opposing the current in the armature. Hence thetendency to'produce currents yielding hurtful reaction of ari'natureupon field-magnet is opposed by a proportional andautomatically-variable choking effect in the reactive devices aforesaid..I have found that by the employment of an induced member made accordingto these principles an alternating-current voltmeter shows almost novariations between full speed and no speed when connected across theterminal of one phase at the motor. A motor thus constructed will exertan increased torque with increased load, and, if used upon aself-propelled vehicle, constant speed can be obtained for variousgrades (within limits) by mere] y increasing the current delivered tothe field-magnet.

In Figs. 1, 2, 3, and i I have shown one form of my motor and its modeof application directly to a driving-wheel. In this embodiment of myinvention the armature 1 is the rotor and surrounds the field-magnet 2concentrically. The armature 1 is attached to the spokes 3 of thedriving-wheel, as by the occasional bolts 4. A supporting-ring 5 on thearmature is concentric with a bearingring 6, bolted, as at 7, to thefield-magnet 2. Between the rings 5 and 6 are balls 8 in appropriateretaining-grooves. It will thus be seen that the armature carries thefield-magnet by means which permit relative rotation of the two, bothbeing carried by the wheel 3. If desired, the driving-wheel 3 may alsobe a guiding-wheel, in which case the hub 9 turns on a short axle whichis borne by a vertical support 10, pivoted, as at 11, to the maincarriage-axle 12. To prevent rotation of the field-magnet, theretaining-bars13 are pivoted to the field-magnet at 14c and to eachother and the pintle 15 at their upper ends.

The pintle is held by a socket 16, in which it is free to reciprocatefor spring movement and to turn when the wheel moves for guiding. Thedetails so far given are explained fully in my application aforesaid,Serial No. 736,572, wherein this arrangement of wheel and motor isbroadly claimed, the same forming no indispensable part of my presentinvention. In the form shown in Figs. 1 and 2 the field-magnet is woundas a sort of Pacinotti ring wherein polyphase currents can be made tocause a rotation of polar lines in a wellknown manner. The armature, ofa modified squirrel-cage type, is provided, as usual, with a laminatedcore, and short copper bars 17, set into the iron across the innerconcave face of the armature, act to clamp the laminations solidlytogether by means of copper segments 18. In Figs. 1 and 3 the twoopposite plane faces of the armature are shown, and it will be seen thatthe usual end rings used in squirrel-cage armatures are cut radially, soas to form op posed segments, one at each end of each working conductor17. This subdivision of the rings prevents formation of the circuitsordinarily found in squirrel-cage armatures; but the currents induced inthe bars 17 return through virtual prolongations, taking the form ofreturn-bars 19, extending from each segment18 to its fellow on theopposite plane face of the armature. will make it clear that a closedcircuit is formed at each working conductor, a portion 19 of which, asshown in Figs. 1 and 3, passes through the armature-core, beingsurrounded by laminations of iron at right angles to its length. Asshown, the bars 17 are merely let into transverse grooves or spaces inthe concave armature-face. This is so that they may be subjected to thefull action of the inducing magnetic field generated by the coils uponthe field-magnet 2. On the contrary, the bars 19 pass bodily through theiron core, so as to create magnetic lines in a closed laminated magneticcircuit, and so produce a maximum reactive effect. The radial depth ofthe armature-core must be sufficient to accommodate the field-magnetsmagnetic lines and leave the iron, through which pass the bars 19, substantially free of magnetism, so that the magnetic whirls set up by theconductor 19 will notbe interfered with. In other words, there must besufficient iron in the armature to insure the prolongation 19 passingoutside ofthe controlling influence of the field-magnet. Where founddesirable, some of the working circuits need not be completed throughreac tive bars 19, it being an appropriation of the broad idea of myinvention to apply it to any number of working circuits. In its broadestaspect also my invention is not restricted to the use of reactive meanspresenting-a closed magnetic circuit in the neighborhood of the reactivebars. It will be found best to thoroughly insulate the various parts, soas to con- Inspection of Fig. 1"

fine the induced circuits to the short copper paths intended for them,as otherwise the conductive effect of the iron laminae is a source ofannoyance. This is indicated by heavy black lines in Figs. 2 and 3.

In the form thus far described the core of the armature is integral withthe reactive body. In Figs. 5 and (S is shown one form of motorconforming to my invention wherein the armature and reactive device areseparate elements, while mechanically connected so as to rotate alwaystogether. Here the fieldmagnet or inducing member lies outside of thearmature and either may rotate. The fieldmagnet is indicateddiagrammatically as a Gramme ring. The armature-core is shown at 20, andthe working conductor 17, after crossing the armature-face inappropriate slots or grooves, is joined at both ends to a reac tive bar19, passing through the concentric laminated core 21 out of thecontrolling influence of the field-magnet coils 22. As shown in Fig. 6,the bar 17, bar 19, and their radial connections preferably form asingle integral copper loop.

In Figs. 7, 8, and 9 the armature is again outside and a Gramme -ringfield-magnet 23 is shown inside. In this modified form of my motor thecopper segments 18 join the bars 17 and 19 on one plane face of thearmaturering, while on the other face (see Figs. 8 and 9) twoconducting-rings 24 25 are employed. The ring 2st joins all the workingconductors 17, while the ring 25 joins all the reactive bars 19.

In Fig. 9 the relations of the various conductors and iron parts withseparating insulation in black are plainly shown. In this form ofarmature current starting, as shown in Fig. 9 by the arrow on theconductor 17, would take the usual squirrel-cage course through the ring24 to another working conductor subject to induction opposite indirection. Thus, recrossing the inner face of the armature at such otherworking conductor, the current would pass up to the correspondingreactive bar 19 and through it to the ring 25, by this ring back to thereactive bar 19, (shown in Fig. 9,) and back through the iron to closethe circuit. traced at the working bar 17 of Fig. 9. It will be seenthat this circuit includes two working bars and two reactive bars inseries, thus obtaining the desired reactance proportional to the slip.Squirrel-cage armatures thus constructed with their conducting-rings onthe same face of the armature instead of on opposite faces as heretoforeI have called asymmetric-ringed armatures. \Vhile I have illustrated thetwo rings as carried directly upon the armatureface insulation, it willbe obvious that this arrangement is not essential. It is also clear thatthe asymmetric-ringed type is applicable to such armatures as areexemplified in Figs. 5 and 6, for instance, wherein the reactive body isnot integral with the armaturecore.

Vhile the reactive means heretofore described are operative for mypurposes, the reactance at starting tends to produce a lag or phasedisplacement which under some cireumstances might interfere withoperation to some extent. It is one feature of my more specificinvention to employ a non-inductive resistance in such a relation to thereactive bars that on starting and at all times of excessive slip a pathis afforded for the current whose resistance, while high enough toprevent hurtful current-volume, is independent of the slip. Thisresistance remains always in shunt; but during normal running it affordsno obstacle to the working current, since the low-resistance bars thenafford a comparatively easy path, their reactance being reduced, asheretofore described. A preferred form of non-inductive resistance forthis purpose is shown in Fig. 5. Here a conductor 26 is provided,forming a closed circuit, said conductor being electrically connected atintervals to the radial connectingbars joining the working conductorsand corresponding reactive bars. A single conductor of high specificresistance, such as of German silver or of iron, may be employed in thisconnection. The wavy form shown at 26 is intended to indicate thepossibility of giving this wire any desired length by bending or coilingthe same. The application of the noninductive high-resistance shunt isshown as applied to the asymmetric-ringed armature at 26 in Fig. 9. Ashere indicated in dotted lines, the conductor extends at right angles tothe radial portions of the U-shaped copper conductors, being soldered toeach at the intel-section.

In order to further illustrate the great variety of arrangementsapplicable to my invention without departing from the scope thereof, Ihave shown in Fig. 10 the use of a,

squirrel-cage armature whose conductingrings 24: 25 are carried byseparate reactive bodies 27 28, carried on the armature-shaft 29 andturning with the armature. Each working conductor 17 is prolonged andits two ends carried directly through said reactive bodies,respectively, in order to reach the rings 24: 25. I prefer to make thebodies 2'? 28 of less diameter than the armature, as shown, in order toavoid the controlling influence of the inducing member.

When found desirable, the non-inductive wire 26 may be applied, as shownin dotted lines in Fig. 10, on one or both sides of the armature. It isobvious that the use of one instead of two reactive bodies 27 28 iswithin the spirit of my invention.

The various embodiments of my invention herein shown being alladaptations to squirrel-cage armatures they provide means for thepurposes described, Whose certainty of operation is independent of thenumber of poles active in the circumference of the inducing member atany time. This fact makes it possible to vary the number of polesproduced in the field-magnet, and thus (with a constant periodicity ofcurrent delivered) vary the speed of magnetic polar rotation. This is animportant featurein my preferred form of self-propelled vehicle, since[prefer to rely upon changes in polar arrangement of inducing magneticfield for changes in driving speed.

One arrangement of the various elements employed in my automobile systemis shown in Fig. 11, wherein the wheel-supported motors 1 are shownconnected to a rotary transformer 30 by means of a cable 31 and fourbrushes bearing on a group of four insulated slip-rings 32. The rotarytransformer 30 is a well-known type of device acting as a motor drivenby direct current(as from the battery and delivering two-phasealternating currents from the two pairs of rings 32. The batteries 33and transformer 30 are placed within the body 3 1 of the carriage (orother convenient location) and preferably beneath the seat, the back ofwhich is shown at 35. The controller-handle is shown in Fig. 11 at 36.Its operation is described hereinafter. It will be seen that by thisarrangement a wagon-body may be mounted upon ordinary springs 37 onplain axles free of all mechanism. There being no gear connectionbetween the motive power on the carriage-body and the wheels, freerelative spring movement of the two is permitted.

An example of electric connections whereby my preferred automobilesystem may be practically operated is shown in Figs. 12 to let,inclusive. In Fig. 12 any desired source of direct current isexemplified at 38. This source preferably supplies current ofsubstantially constant potential. The armature of the rotary transformeror motor-generator 30 is fed by one branch circuit 39, entering by thecommutator 10. This maybe opened or closed by a switch 11. Thefield-magnet coils of the transformer 30 are brought out to successiveterminals 42, 4:3, M, and 4:5. The switch 16 connects the .feedingbranch 47 to one or another of said terminals, thus including in circuitone or more sections of field-magnet winding, and thus producing variouspotentials of current delivered to the four sliprings 48, a9, 50, and51. The currents delivered by said rings are carried through theswitch-arms 52, 53, 54, and to the stationary contact-pieces c+ c and7)+ Z/, respectively, of an appropriate controlling device. Under thesecontact-pieces in Fig. 12 is shown the development of a cooperating drumwith movable contact-pieces for producing the necessary circuit changesas the drum is revolved under the stationary contacts. In the drawings 1have assumed that IV increase of speed is produced by change from twelveto four pole arrangement, and vice versa. As these changes occur only inthe field-magnet, I have only shown in diagram the continuous windingsof the field-magnet. Although speed is gradually developed in practiceby proceeding from the twelve to the four pole arrangement, I shalldescribe the latter first, as being the more simple of the two.

In Fig. 12 the inducing-coils are indicated at 56. Onealternating-current phase is assumed to be delivered from contacts 0+and a and the second phase from 6+ and b-. Hence these are alluded tohereinafter as the a and the 6 phases, respectively. For fourpoleoperation the a phase is led into the coil 56 at points ninety degreesapart, as shown at a to inclusive, within the said coil. The 6 phase isled to four symmetrically-placed points forty-five degrees from thepoints of ingress of the a phase. This is shown by the lines 7) to 6inclusive, outside of the coil 56. The wires of like polarity are led inat opposite ends of the same diameter, as shown by the signs near theradial linesin Fig. 12. These signs for convenience indicate theinstantaneous maximum potential condition of the a phase and thepotential condition into which the Z; phase is about entering from zero.The conditions indicated by the signs plus and minus in Fig. 12willtherefore correspond to magnetic polar rotation in the direction ofthe arrow in that figure. This condition corresponds to full speed ofthe vehicle and is produced by turning the controller-drum until thecontacts (6+ and a and 6+ and Z)- come, respectively, over the contacts57, 58, 59, and 60. The contact 57 is permanently connected, asindicated on the drawings, to ct and (0 thus pro ducing positivepolarity at those points. Contact 58 is permanently connected to (b anda, thus producing negative polarity at those points. In the same mannerthe permanent connections (indicated in Fig. 12) for the contacts 59 and60 will produce the polarities indicated for the 6 phase in Fig. 12. Theabove explanation will make it clear how the poles are increased totwelve in each phase when the controller is turned to bring theadditional contacts 61, 62, 63, and 6 under the fixed contacts in Fig.12. The permanent connections of these additional contacts areinclieaten in writing on the wires leading therefrom in Fig. 12.Inspection of Fig. 12 will show that the circuits thus established willproduce, respectively, maximum and incipient polarities of oppositesigns at points thirty degrees apart for each phase, (or of like signfifteen degrees apart from phase to phase,) and it will be seen thatthese still produce rotation in the direction of the arrow. Thisrotation of magnetic field will be one-third as fast as that in Fig. 12,assuming the same periodicities in the two cases. As shown in Fig. 12, ahandle is so attached to the switches 5a and 55 of one of the phases Z)that the instantaneous polarities delivered to the controller arereversed. This will result in reversal of the rotation of the magneticfield whatever the position of the controller.

In Fig. 13 is shown a form of controller providing for my preferred modeof vehicle control by combined changes in current strength and polegrouping. Here the stationary contacts (4+, a, 5+, and Z)- aresupplemented by four contacts 66 67 68 69, connected, respectively, toone terminal of the current source 38 and the transformer fieldmagnetterminals 4A, &3, and 42. The stopping position of the controller-drumis an intermediate one, and movable contacts for going ahead or backingare arranged to come into play as the drum is turned one way or theother. For going ahead six speeds are provided for, as shown in Fig. 13.The connecting-plate 7 O cooperates with the contacts 66 to 69 so as tobring one, two, and three sections of field magnet into circuitsuccessively in the transformer 30. This corresponds, as shown, tocontinued twelve-pole grouping in coils 56, and consequently produces aslowly-rotating motor-inducing field of progressively greater power assuccessive transformer-terminals come into circuit. As the drum isfurther rotated, the pole groupings are changed to the four-polearrangement and the current strength delivered drops at first tominimum, owing to the shape of the plate 70, as illustrated. Stillfurther rotation gives successively stronger currents with fullspeedmotor-field rotation. Upon backward rotation of the drum the necessaryreversal of one phase is produced by the electrical connectionsindicated, while the plate 71 produces successive increases indriving-current. Provision is only made for the twelve-pole condition onthe reversing side of the controller-drum, as full speed backward is notdesirable for automobiles.

One form of controlling-handle appropriate for mechanical production offorward and backward drum movement is shown in Fig. let. Here the drum72 is moved under the carbon contacts a by means of the gear-wheel 73,meshing with a small pinion on the drumshaft, (shown in dotted lines.)The handle 74: impels the gear 73, and the angular movements forward(with the arrow) or backward (against the arrow) produce the necessarymovements of the drum 72 for moving forward or backward. A grip-lock 75may be provided on the handle 74: to cooperate with notches 76 on therack 77 to preserve any desired position of said handle. The spring 78holds down the bolt of this look.

It is to be understood that my invention covers the broad groundexpressed in the claims below unlimited by unexpressed conditions andthat the various embodiments of my invention herein shown and describedare merely illustrative examples of what is covered by my claims.

What I claim is 1. In a self-propelled vehicle, a polyphasealternating-current generator on said vehicle, a rotary-fielddriving-motor in circuit therewith and means for varying the connectionsbetween said generator and said motor to change the relative number ofpoles of the two.

2. In a self-propelled vehicle, a polyphase alternating-currentgenerator on said vehicle, means for varying the strength of thefieldmagnet thereof, a rotary-field driving-motor in circuit with thearmature of said generator and means for varying the connections betweensaid generator and motor to change the relative number of poles of thetwo.

3. In a self-propelled vehicle, a battery and a polyphasemotor-generator fed thereby, and a eircuit-changer between the two forvarying the output of the motor-generator; in combination with arotary-field driving-motor in circuit with the armature of saidmotor-generator and means for varying the connections between saidmotor-generator and motor to change the relative number of poles of thetwo.

1. In a self-propelled vehicle, a rotary-field induction-motor havinganarmature exerting a substantially constant magnetic reactionindependently of the slip, andmeans for changing the number of polarpoints around said motor to change the speed of the vehicle.

5. In a self-propelled vehicle, a rotary-field alternating-current motorhaving a field-magnet with a continuous winding and an armatu re whosemagnetic reaction is practically independent of the slip; in combinationwith means for providing polyphase currents and means for changing thepoints of admission of said currents into the continuous winding of thefield-magnet.

6. In an induction-motor, an armature, a magnetic bodyof highpermeability, and aconductor a portion of which is placed so as to actas a working conductor and another portion of which passes through saidmagnetic body.

7. In an induction-motor, an armature, a body of laminated soft iron anda conductor a portion of which is disposed so as to act as a workingconductor and another portion of which passes through said laminatedbody out of the controlling influence of the field-magnet.

8. In an induction-motor a cylindrical armature, a cylindrical reactivebody of high magnetic permeability attached thereto and conductorsdisposed as working conductors upon said armature and prolonged. to passthrough said reactive body.

9. In an induction-motor, a cylindrical armature, a concentriccylindrical reactive body of high magnetic permeability attached theretoand closed circuits passing across the face of said armature and throughthe mass of said reactive body.

10. In an induction-motor, a cylindrical armature, a cylindricalreactive body on one side of said armature and closed circuits passingacross the face of said armature and through the mass of said reactivemember and comprising a conducting-ring at one end or face of saidreactive body.

11. In an induction-motor, a cylindrical armature, a cylindricalreactive body on each side thereof and closed circuits passing acrossthe face of said armature and through the mass of both of said reactivebodies and comprising a conducting-ring at one face of each of saidreactive bodies.

12. In an induction-motor, a field-magnet, a cylindrical armature andclosed circuits passing across the face of said armature and backthrough the mass thereof farther away from the field-magnet and out ofits controlling influence.

13. In an induction-motor, a field-magnet, a cylindrical armature,closed circuits passing across the face of said armature and backthrough the mass thereof farther away from the field-magnet and out ofits controlling influence and two concentric rings at one end of saidarmature included in said circuits.

14. In an induction-motor, a cylindrical armature, a concentric reactivebody of high magnetic permeability, a conducting-ring at one end of thearmature, a second concentric ring at one end of the reactive body andconductors passing from the former of said rings across the face of thearmature and then to said second ring through the mass of said reactivebody.

15. In an induetion-motor, a squirrel-cage armature having two rings onone face, conducting-bars across the face of the armature connected toone ring and reactancc-bars passing through the armature connected tothe other ring.

16. In the windings of the squirrel-cage armatures of induction-motors,independent closed loops of metal a portion of each of which lies acrossthe working face of said armature.

17. In the windings of the squirrel-cage armatures of induction-motors,sets of inner and outer conducting-bars, an indepemlent electricconnection between the bars of each set on one end of the armature andcommon electric connections for all the sets on the other end of saidarmature.

EDIVIN R. GILL.

I/Vitnesses:

HAROLD S. MAoKAYu, JAMES S. LAING.

lIO

